Cylinder for gar-engines.



H. C. STOLZ.

cYuNDER Foa GAS ENGINES.

APPLICA-HON FILED APR. 26, 1915- 1 ,203,807. Patented Nov. 7,' 1916;

S Mvg WTNESSES: NVENTOR.

vad l l* l ATTO 'RNE Y.

UNITED 'sTATEs PATENT oEEicE.

HARRY C. STOLZ, OF FRANKLIN, PENNSYLVANIA.

CYLINDER Eon ons-ENGINES.

' To all whom t may concern:

Be it known that I, HARRY C. SToLz, a citizen of the United States of America, and a resident of Franklin, Venango county, Pennsylvania, -have invented certain new and useful Improvements in Cylinders for Gas-Engines, of which the following is a specification. 0

My invention relates to improvements 1n cylinders for gas engines of the valveless two-cycle type.

To start an engine of this type, as commonly constructed, it is necessary to turn the crank shaft, by hand power, (usually applied to the fly wheel), suiiciently to move the piston to the end of its compression stroke, in order to open the intake ports. With engines of even moderate size this requires the strength of more than one man.

The object of my invention isto so construct the cylinder and intakel mechanism that an engine of this type may be started by a rocking movement of the crank shaft, without a full compression stroke movement of the piston, and to do this in a better and more advantageous way than any heretofore devised.

I am aware that in the present state of the art, an engine of this type has been invented which may be started without a full compression movement of the piston, but heretofore, in certain engines, the auxiliary intake leading directly into the pump chamber has been constantly opened and at no time closed or otherwise controlled by the piston. Among the objections to such a construction is this, that with the auxiliary gas and air valves opened, as soon as the piston commences its backward movement, gas begins to fiow into the pump chamber and continues to flow during the entire stroke of the piston.

Specification of lietters Patent.

Patented Nov. 7, 1916.

Application led April 26, `1915'. Serial No. 23,889.

partly in longitudinal section, of my improved cylinder.

Like reference characters indicate like parts throughout the several'views.

Within the cylinder 1, the piston 2, is itted to operated in the usual way. The front end of the cylinder- 1, is extended beyond the cylinder proper to form the pump 0r mixing chamber 3, and is closed, preferably',

by a head 4, having a stuiiing box 5, through which the piston rod 6, is operated in the usual .way. The regular air intake lis through-the opening and-chamber 7, and the piston controlled port 18. The regular fuel intake may be through-a separate port 8,iso located as to be uncovered by thel piston simultaneously with the port 18, when said piston reaches the end of its'compression stroke, as shown in Fig. 4. As the piston 2, moves on the expansion stroke to the position inwhich it is shown in Fig.y 3, it uncovers the exhaust port 11, and the bypass or transfer port 9, thus allowing the charge in the pump chamber 3, to blow 4through into the cylinder chamber l0.

In order that a charge, for starting, may

be taken into the pump chamber before the piston reaches the end of the compression stroke, I provide a supplementary. intake port 12 leading directly into said cylinder chamber and located nearer to the pump chamber than the regular intake port, so as to be uncovered by the piston 2, before said piston reachesl the end of the compression stroke, or when in the position in which it is shown in Fig. 5. To complete the supplementary mechanism, an intake pipe 19, Fig. 2, is threaded into the outer portion of intake port 12, and is connected with the fuel su ply by a pipe 14, controlled by a valve 1 An air pipe 13, is connected to the intake pipe 19, and is controlled by a valve 16. The valves 16 and 17, are operable by hand and are kept closed except when starting.

To start the engine, the piston is brought to the position as shown in Fig. 3, and valves 16 and 17, are opened and the crank shaft rocked forward until the piston is moved to the position shown in Fig. 5. This allows a charge, sufficient for starting, to be `drawn into the pump chamber 3, through port 12. A reverse or backward movement of the crank shaft then operates the piston and thus closes the intakefport '12, vtransfers the charge from chamber 3, to cylinder lio shaft and starting it forward.

`In the mechanisms, hereinbefore referred vto, the charge flows into the pump chamber during the entire backward movement of the piston, whereas, in mine, the supplementary intake port remains closed during nearly the entire backward movement of the piston, and the drop in pressure, or the partial vacuum, within the pump chamber is always the same, at the time this intake port is opened, regardless of the piston speed. Although the drop in pressure within the pump chamber is not quite lso great as when the regular intake, only, is used, it is only necessary to make the right adjustment of lthe supplementary gas valve, in order to always obtain-an explosive mixture, regardless of the piston speed. The right adjustmentffor the supplementary gas valve must,l of course, be iirst found by trial, and marked, and when set to that adjustment,` the conditions for taking in the proper proportions of gas and air are practically the same as when the regular intake, only, is used, and no readjustment of the gas valve is required.

It will be noted that, as the supplementary intake port 12, is pistoncontrolled, no check valve is required in the intake pipe 19.- It is thus apparent that with my mechanism, the variation of the throttle at the time of starting is avoided entirely by the piston control of the supplementary intake port. No matter how slowly the piston moves, the intake port remains closed until that movement of the piston opens it. Therefore, the vacuous condition in the piston chamber s always the same at the time the intake port is opened. Since, after once being determined and set, no further throtmosso? tling is necessary, and the explosive mixture is practically uniform.

What I claim as my invention and desire to secure by Letters Patent is w.,

In a gas engine of the valveless two-cycle type, a cylinder comprising a ycombustion chamber and a pump chamber constituting an extension of the combustion chamber and having a portion arranged coaxial with and .enlarged portion of the pump chamber being otherwise solid and uninterrupted, a piston operable in the chambers, the pump chamber being provided in its wall with separate and circumferentially alined air and gas intake ports over which the piston operates for closing and opening the same, said piston on its compression stroke moving past the last mentioned ports to uncover the same and permit an influx of gas and air into the pump chamber, and a single combined air andgas intake port provided in the pump chamber at a point between the enlargement ot the latter and the rst ports of said pump chamber and opened and closed by the piston so that when the piston uncovers said combined air and gas intake port a uniform vacuous condition will exist in the pump chamber to permit of a uniform quantity of the combustible mixture being drawn in on the `initial strokes, which are imparted by an exterior agency, in eliecting a starting of the engine.

Signed at Zanesville Ohio this 21 day of April 1915.

' 'HARRY o. sToLz.

Witnesses JOHN WEDGE, HARRY R. SHAW. 

